You are on page 1of 5

AMBAC International, 910 Spears Creek Court, Elgin, SC 29045 (USA) - North America Tel: (800) 628-6894

Fax: (800) 542-8230
International Tel: (803) 462-9616 Fax: (803) 735-2280 For Technical Assistance: (803) 462-9625 www.ambac.net
Features
• Both Isochronous and
Droop governing
• Smoke reduction at
start/speed ramping
• Direct compatibility with
Cummins EFC valve
• Remote variable speed
capability
• Controls 12 and 24
volt systems
• Output short circuit
protected
• Reverse polarity
protected
• Load sharing capability
AMBAC’s EC5000 was specifically designed as a multifunction engine
speed governor, capable of driving proportional solenoid actuators
including the Cummins EFC valve, with steady continuous current up
to 8 Amps. The controller has the capability to limit starting fuel and
ramp speed on start-up and thus provide smoke reduction. An AUX
input can be utilized as either an external trim control input or a load
sharing control input. Controls are provided to set RUN and IDLE
speeds, DROOP, RAMP time, and START FUEL quantity in addition to
the normal GAIN, STABILITY, and DEAD TIME settings for this controller.
The starting current, output current and DROOP are switch selectable
in two ranges for small or large actuators. DROOP OFFSET adjustment
is provided for independent speed setting in droop mode. Protection
against a jammed actuator or shorted output is also incorporated.
These units are packaged in a rugged, metal case with a conformally
coated circuit board which provides excellent environmental protection.
Every unit is fully electrically tested and meets AMBAC’s traditional high
standards for quality and long-term reliability.
Figure 1. Outline Dimensions
AD AD AD AD ADV VV VVANT ANT ANT ANT ANTA AA AAGE SERI ES GE SERI ES GE SERI ES GE SERI ES GE SERI ES
Conforms to EC Directive on
Electromagnetic Compatibility
Model EC5000
Speed Controller
• Wide Application
Range
• Fuel Limiting
• Speed Ramping
19.12
[0.750]
26.80
[1.055]
29.21
[1.150]
R
1 2 3 4 5 6 7 8 9 10 11 12
BATTERY
FREQ ADJ .
DROOP
PI CKUP ACTUATOR
TYPE:
EC5000
AUX
INPUT
I DLE
NOTES:
-FOR TWO WI RE POTENTI OMETERS
USE CONNECTI ONS: 1 & 4 100K
2 & 4 5K/10K
-FOR THREE WI RE POTENTI OMETERS
USE CONNECTI ONS: 2, 3 & 4 5K/ 10K
-I F POTENTI OMETER DOES NOT FUCTI ON,
ADJ UST RUN
RUN I DLE
SPEED
DROOP
OFFSET
DROOP RAMP
START
FUEL
GAI N
STAB 1 2 3 4
DEAD
TI ME
CURRENT
LIMI T
BATTERY
FUSE
VERY FAST
ACTI NG 15A
ACTUATOR
MAG PI CKUP
I DLE
DROOP
TWO WI RE REMOTE
SPEED TRI M
I NC
SYN/LOAD
SHARE
71.437
[2.813]
109.54
[4.313]
155.58
[6.125]
166.69
[6.563]
4 x Ø 5.54 [Ø0.218]
ACCEPTS 5mm SCREW
[.197]
CAUTI ON
REFER TO PRODUCT PUBLI CATI ON WHEN I NSTALLI NG
OR SERVI CI NG THI S ENGI NE SPEED CONTROL DEVI CE
These units are packaged in a rugged case which provides
excellent environmental protection. Every unit is fully electrically
tested and meets AMBAC's traditional high standards for quality and
long-term reliability.
Description
The EC5000 operates directly from a battery system, measures the speed of an engine and supplies a
control signal to the actuator which controls engine fuel supply.
The engine speed signal is typically taken from a magnetic sensor mounted in proximity to the flywheel
teeth. The control unit will accept any signal if the frequency is proportional to engine speed and of the correct
amplitude and frequency. This speed input is compared to an internal SPEED setting and the difference is
amplified to drive the actuator to supply more or less fuel, thus controlling engine speed. A safety feature is
provided to turn off the actuator and prevent engine runaway if the speed input signal fails for more than 0.1
seconds. Speed is controlled isochronously or in droop mode (when the DROOP control is moved from its
full CCW position; the further CW, the more droop). Terminal 5 is grounded (to terminal 4) for DROOP
operation or left open for ISOCHRONOUS mode. During cranking, the actuator is commanded to the START
FUEL current setting to eliminate smoke from excess starting fuel. When starting in RUN mode or when
transitioning from IDLE to RUN, a built-in RAMP generator provides a smoothly controlled and adjustable rate
Performance Specifications
Figure 2. Simplified Schematic
EG-EC5000 3/07 Printed in U.S.A.
Not es
1. Switch S4 in OFF position
2. Switch S4 in ON position
3. Swi tch S4 Sel ectabl e
4. Mag sensor frequency i n Hz =
(engi ne RPM) x (number of teeth
on fl ywheel ) / 60
5. With internal SPEED Control set to
4000 Hz, AUX and FREQ ADJ inputs
open
6. Max. IDLE speed i s al ways l ess
then RUN
7. Reverse pol ari t y and t ransi ent
pr ot ect ed
8. Act uat or current must be added
Outputs
Actuator output current, continuous max up to 4.0A (8.0 A
2
)
Actuator output current, peak transient nom 4.0 A
1
(10A
2
)
Isochronous/steady state SPEED stability max ± 0.25%
SPEED drift with temperature max ± 1.0%
DROOP range
3
nom 600 Hz/A
1
(250 Hz/A)
2
RAMP time 0-20 sec
Inputs
Magnetic speed sensor voltage (PICKUP) 1 < V <30 Vrms
Internal RUN SPEED control range 1 kHz -7.5 kHz
4,5
Internal IDLE SPEED control range
6
min 500 Hz - 4 kHz
4,5
AUX INPUT sensitivity typ -180 Hz/V
4,5
FREQ ADJ sensitivity typ -900 Hz/V
4,5
ISO/DROOP Ground for DROOP
IDLE Ground for IDLE
Supply voltage (BATTERY)
7
+7 < V< +32 Vdc, negative ground
Supply current typ 60 mA
8
Environmental
Temperature range -40°C<T<+65°C (-40°F<T<+150°F)
Humidity 0 to 95%, Test Method 103
Vibration 15g, 10-2000Hz, Test Method 204
of speed change whi ch al so
prevents excess smoke.
Adjustment for GAIN, STABILITY
and DEAD TIME allow simple field
optimization for a wide range of
engi ne/generator or pump
combinations.
This unit may be operated with
a remote speed control on the
FREQ TRIM i nput and i n
conjunction with Synchronizer and
a Load Sharing Unit.
of speed change which also prevents excess smoke. Ramp Adjustments are made by moving controls
CCW for slow response or CW for faster response time.

Adjustment for GAIN, STABILITY and DEAD TIME allow simple filed optimization for a wide range of
engine/generator or pump combinations. See "Installation Instructions".

This unit may be operated with a remote speed control on the FREQ TRIM input and in conjunction
with Synchronizer and a Load Sharing Unit.
-
INTRODUCTION
All AMBAC Speed Control Units use solid state electronics to
sense engine speed from a magnetic speed sensor or other
suitable signal source and, in turn, provides a controlled out-
put current to a proportional electric actuator for throttle con-
trol.
The desired engine speed is adjustable via a SPEED adjust
control. A GAIN control adjusts the speed of response. STA-
BILITY CONTROL and DEAD TIME compensation switches
(or capacitors) are used to match the time constant of the en-
gine governing system to the engine for optimum control.
OPERATION
The Speed Control Units are designed to be powered directly
from engine battery systems (12, 24 or 32 Vdc). The engine
speed signal is usually obtained from a magnetic speed sensor
mounted in close proximity to the teeth of a ferrous gear that is
driven by the engine. The frequency of the speed sensor signal
is therefore proportional to the engine speed. The flywheel
ring gear (typically around 120 teeth and rotating at engine
speed) is normally used. The typical speed input frequency
would therefore be equal to 120 x RPM/60 in Hertz. The speed
control unit will accept any signal if the frequency is proportional
to engine speed and in the frequency range of the speed control
unit (see individual controller data sheet). The signal strength
must also be within the range of the input amplifier (1.0 volts
rms to 30 volts rms for approximately sinusoidal signals).
A monitoring circuit detects if the speed sensor signal disap-
pears for longer than 0.1 second and, if so, the speed control
unit will turn off the actuator and the malfunction must then be
corrected.
The output circuit provides a pulse width modulated current to
drive the actuator. The actuator responds to the average cur-
rent to position the engine throttle for the desired SPEED set-
ting. During cranking, the actuator will move to the full fuel
position and remain there during starting and acceleration of
the engine (except on units which have a START FUEL ad-
justment).
INSTALLATION
The genset speed control unit is rugged enough for mounting
in the control cabinet or other engine mounted enclosure. Do
not subject the speed control unit to extreme heat. If it is ex-
pected that water or mist will come in contact with the speed
control unit, mount it vertically so that condensation will not
accumulate on the unit.
Leads to the battery and the actuator from the speed control
unit should be no smaller than 16 AWG and no smaller than
14 AWG if over 10 feet (3 meters) long. Refer to the Speed
Control Unit data sheet for detailed wiring information. A fast
INSTALLATION INSTRUCTIONS
SPEED CONTROL UNITS
acting external fuse must be in series with the positive (+) bat-
tery input terminal. The magnetic speed sensor leads must
be twisted and/or shielded for their entire length. If shielded,
connect the shield in accordance with the data sheet at the
control unit end only. Do not connect the shield at the mag-
netic speed sensor end. If optional SPEED TRIM control is
used, connect it, as shown on the Speed Control Unit data
sheet, using shielded wire. The mechanical governor speed
setting must be adjusted at least 5% above the desired gov-
erned speed for all load conditions.
ADJUSTMENTS
INITIAL SETTING
Units with switches for DEAD TIME compensation (EC5000,
EC5010, EC5100 or EC5111) Initially set dip switches as shown
in Table 1 below:
Table 1
*All other switches OFF
Maximum DEAD TIME compensation (D.T.) is achieved with
all four switches ON. The relative amount of the maximum
D.T. compensation provided by switches S1 - S4 is:
S1 - 50%
S2 - 25%
S3 - 16%
S4 - 8%
When optimizing the D.T. setting with the engine running these
switches may be adjusted on or off to vary the total compensa-
tion. For example, setting S1, S4 - ON, S2, S3 - OFF corre-
sponds to 58% of total possible compensation.
Units with internal dead time compensation capacitors (ECD67-
2110, ECD67-2112, ECD67-5111, ECD 67-5221, CU671, CW
673) Verify that an appropriate capacitor is installed before
starting the engine. Refer to the Speed Control Unit data sheet.
Typical capacitor values are shown in
Table 2:
Actuator
Initial
Setting
AGL100, AGS50 S4* - ON
AGB130, AGD130, AGK130,
AGL202, AGL301, AL3000
S3* - ON
AGB200, AGD200, AGK200,
AGK270, AGK280
S2* - ON
AGK505, AGK525, AGK1600 S1* - ON
AD AD AD AD ADV VV VVANT ANT ANT ANT ANTA AA AAGE SERI ES GE SERI ES GE SERI ES GE SERI ES GE SERI ES
CAUTION:
THE ENGINE SHOULD BE EQUIPPED WITH AN
INDEPENDENT OVERSPEED SHUTDOWN
MECHANISM TO PREVENT RUNAWAY WHICH
CAN CAUSE DAMAGE OR PERSONAL INJURY.
EGEC Inst 10/05
Tantalum electrolytic capacitors are recommended provided
their working voltage is 10 WVDC or better. Observe polarity
as shown in the Speed Control Unit data sheet when connect-
ing. Capacitive values can be added by soldering additional
capacitors in parallel. Larger actuators which are fitted to larger
engines have slower response time and need more compen-
sation (more capacitance).
Actuator
Approximate
Capacitance (µF)
AGL100, AGS50 0 - 10
AGB130, AGD130, AGK130,
AGL202, AGL301, AL3000
10 - 22
AGB200, AGD200, AGK200,
AGK270, AGK280
10 - 22
AGK505, AGK525, AGK1600,
AGK2200
32 - 68
Once the engine is at the desired governed speed and at no
load, the following performance adjustments can be made:
A. Rotate the GAIN control CW until instability results. Slowly
move GAIN CCW until stability returns. Rotate CCW an-
other 1/8 turn (or 1 division) to insure stable performance.
B. Rotate the STABILITY control CW until instability results.
Slowly move STABILITY CCW until stability returns. Ro-
tate CCW another 1/8 turn (or 1 division) to insure stable
performance.
C. If low frequency (.5 to 3Hz) instability or surge is encoun-
tered, increase the DEAD TIME COMPENSATION. If high
frequency instability is encountered, decrease the com-
pensation.
D. Load may now be applied to the engine. If necessary,
repeat A and B above until optimum performance is ob-
tained. Normally, the critical condition for GAIN and STA-
BILITY adjustment is at no load.
ADJUSTMENTS (Continued)
NOTE: Optimum adjustment of both controls is in the furthest
CW position that will result in the best response and stability
under ALL operating conditions. Backing off slightly from the
best position achieved during adjustment will allow for chang-
ing conditions that may affect the dynamic response of the
engine. If a load bank and a strip chart recorder are available,
use them to evaluate and optimize the performance using Fig-
ure 2 as a guide. If a stable system cannot be obtained, refer
to the section on Troubleshooting.
INITIAL GAIN AND STABILITY ADJUST-
MENTS YIELD A TRACE WITH
RELATIVELY LARGE SPEED (FRE-
QUENCY) TRANSIENTS AND A
RELATIVELY SLOW RECOVERY (TIME)
INCREASED GAIN RESULTS IN
SMALLER SPEED TRANSIENTS
INCREASING STABILITY SETTINGS
REDUCES THE DURATION OF THE
TRANSIENT AT FULL LOAD AND GOOD
STABILITY. THE CONTROL UNIT IS NOW
PROPERLY ADJUSTED.
TIME
INITIAL ENGINE START
A. Preset the GAIN/STABILITY and, if used, the optional ex-
ternal SPEED TRIM control to mid position. The SPEED
control pot should remain in the factory set idle position
(1000 Hz speed sensor signal).
B. Apply DC power to the engine governing system. The
actuator may momentarily move but should remain in the
no fuel position. (If actuator is not in the no fuel position,
proceed to troubleshooting and DO NOT START the en-
gine).
C. Crank the engine. The actuator will move to the maximum
fuel position (or to a start fuel position on some units). Once
started, the engine will be controlled at a low idle by the
engine governing system.
D. If the engine is unstable after starting, turn the GAIN and
STABILITY controls CCW until the engine is stable.
Units with external pins for DEAD TIME COMPENSATION
capacitors (EC60) Solder an appropriate capacitor on the
pins provided before starting the engine. Typical capacitor
values are shown in Table 2:
Table 2
GOVERNOR SPEED SETTINGS
Increase the engine speed to the desired governed speed by
rotating the external SPEED control CW. If at any time the
engine governing system becomes unstable, turn the GAIN
and STABILITY controls CCW until the engine is stable.
PERFORMANCE ADJUSTMENT
Figure 2. Typical Strip Chart Performance vs. Load Changes
(Isochronous Operation Shown)
Most AMBAC Electric Governor products are designed to be in-
sensitive to Electromagnetic Interference (EMI); but for excessive
levels of interference some installation considerations are still nec-
essary.
The governor system can be adversely affected by large interfer-
ing signals that are conducted through the cabling or through di-
rect radiation into the control circuits. Applications that include
magnetos, solid state ignition systems, radio transmitters, volt-
age regulators or battery chargers should be considered suspect
as possible interfering sources.
It is recommended to use shielded cable for all external connec-
tions. Always use twisted leads for the Magnetic Pickup. Be sure
that only one end of the shields, including the speed sensor shield,
is connected to a single point at the speed control unit. Mount the
Speed Control Unit to a grounded metal back plate or place it in a
sealed and grounded metal box.
Radiation is when the interfering signal is radiated directly through
space to the governing system. To isolate the governor system
electronics from this type of interference source, a grounded metal
shield or a grounded solid metal container is usually effective.
Conduction is when the interfering signal is conducted through
the interconnecting wiring to the governing system electronics.
Shielded cables and noise filters are common remedies.
In severe high energy interference locations such as when the
governor system is directly in the field of a powerful transmitting
source, a special class of EMI shielding may be required. Contact
AMBAC application engineering for specific recommendations.
Electromagnetic Compatibility (EMC)
SYMPTOM TEST PROBABLE FAULT
Engine
overspeeds
1. Do not crank. Apply DC power to the
governor system.
1. If Actuator commands full fuel, disconnect speed sensor.
If Actuator still commands full fuel - Speed Control Unit defective.
If Actuator commands minimum fuel position, check speed sensor
voltage, frequency. (Refer to Speed Control Unit data sheet).
2. Manually hold the engine at the desired
running speed. Measure the Actuator DC
voltage.
1.
2.
3.
4.
If the voltage reading is 1.0 to 3.0 VDC,
a) SPEED adjustment set above desired speed.
b) Defective Speed Control Unit.
If the voltage reading is above 3.0 VDC,
a) Actuator or linkage binding.
If the voltage reading is below 1.0 VDC,
a) Defective Speed Control Unit.
GAIN set too low.
Actuator does not
energize fully
1. Measure the voltage at the battery while
cranking.
1. If the voltage is less than 7V for a 12V system, or 14V for a 24V
system, replace the battery. It is weak or undersized.
2. Momentarily connect Actuator terminals.
The actuator should move to the full fuel
position.
1.
2.
3.
4.
Actuator or battery wiring in error.
Actuator or linkage binding.
Defective Actuator. See Actuator Troubleshooting.
Fuse opens. Check for short i n Actuator or Actuator wi ri ng
harness.
Engine remains
below desired
governed speed.
1. Measure the Actuator DC voltage. 1.
2.
If voltage measurement is within approxi mately 2 volts of the
battery supply voltage, then fuel control restricted from reaching
full fuel position. Possibly due to interference from the mechanical
governor, carburetor, spring or linkage alignment.
SPEED setting too low.
TROUBLESHOOTING
Governor is Inoperative or Throttle Does Not Move
If the engine governing system does not function properly, use the following steps to determine the cause. Use a standard
VOM and observe proper polarity.
Unsatisfactory Performance
If the governing system functions poorly, perform the following tests.
*Refer to schematic on data sheet